Internal combustion engine



NOV. 3,1931. A w, HUBBELL 1,830,321

- INTERNAL COMBUSTIVON ENGINE Filed June 16. 1927 3 Sheets-Sheet l Alfred W H'Lftlb EU @MQ/m afbouw,

Nov. 3, 1931. A. w. HUBBELL INTERNAL COMBUSTION ENGINE Filed June 16. 1927 3 Sheets-Sheet 2 Alfred W Hub'ggu ,m Q l I I l .n l f Q \N` @I I w l Sv- .3. J W\ o NN Q U 0 I liIli H k. G um- U n, NN Q R \N f m f rlllli y m1 uw WN um. N\ m, m

NOV. 3, 1931. A w HUBBELL l 1,830,321

INTERNAL COMBUSTION ENGINE REAL Filed June 1e. 192? 3 sheets-shee't 5 Patented' Nov. 3, 1931 UNITED STATES PixraNr OFFICE ALFRED `1N. HUBBELL` OF BARTLESVILLE, OKLAHOMA, ASSIGNOR, BY DIRECT AND MESNE ASSIGNMENTS, T0 CLARK BROTHERS COMPANY, OF OLEAN, NEW YORK, A.

CORPORATION 0F NEW YORK INTERNAL COMBUSTION EN GIN E Application tiled June 16,

This invention relates to improvements in internal combustion engines.

The primary object of this invention is the provision of an improved cross head type of two cycle internal combustion engine having -novel means associated therewith for autotrolledtwo cycle internal combustion engine,

embodying certain fundamental features set forth in my application, Serial No. 115,322, filed June 1l, 1926, in the United States Patent Office.

A further object of this invention is the provision of. an improved two cycle internal combustion engine having novel means for initially starting the same in contra-distinction to operation under normal running con ditions.

A further and important object of this invention is the provision of improved means for automatically regulating a uniform pressure of gas or fuel supply to the internal combustion engine.

Other objects and advantages of this in vention will be apparent during the course of the following detailed description.

In the accompanying drawings, forming a part of this specification, and wherein similar reference characters designate corre' sponding parts throughout the several views,

Figure 1 is a plan view, partly in sect-ion, ofthe improved internal combustion engine operating details.

Figure 2 is a vertical sectional view taken through the improved engine.

Figure 3 isar enlarged fragmentary view of the gas' or fuel inlet for the engine.

Figure 4 is an enlarged transverse sectional view taken through the intake and exhaust 1927. Serial No. 199,328.

ports details of the engine, substantially .on the line 1 4 of Figure 2.

Figure 5 is a fragmentary sectional view 'taken through the air inlet valve structure of the engine.

Figure 6 is an enlarged sectional view taken through the intake line and com i pressor.

Figure 7 is an enlarged transverse sectional view taken through the auxiliary valve inlet on the engine.

Figure 8 is a fragmentary view showing the automatic control governor on the fuel line and its drive connection. i

Figure 9 is a sectional view taken along the fuel line at the automatic governor control valve. v

Figure l0 is a fragmentary view illustrating an electric motor drive for the compressor in contradistinction to the engine drive as illustrated in Figure 1. l

Figure 11 is a view showing the adjustable mounting of the fuel valve operating cam.

In the drawings, wherein for the purpose of illustration is shown only a preferred embodiment of the invention, the letter A may generally designate the improved engine, which is preferably of the horizontal two cycle type, including a housing or casing construction B upon a base C and wherein a crank shaft D is operably mounted. A cylinder construction E is provided on the casing B, having a piston F operably slidable therein, connected to the crank shaft D by means of a cross head G and connecting power and piston rods H and K respectively. Means L is provided for regulating the fuel supply lto the engine, comprising a valve construction M and operating means therefor and a compressor P for supplying fresh fuel to a receiving tank R operativelyconnectedy with the valve means M.

The engine casing B comprises the main bed 2O connected at an end to the crank case y21; the crank shaft D being mounted in *he crank case 21 in suitable bearings therein .andhaving a throw portion 22. The cross 4 rod K with "the cross head is slidable in the chamber 24 o'f/the cylinder block 25, and is connected by avpower piston G, as is conventional construction, slidably extending thru a suitable stufng box 26 in the partition 27 -dividing the cylinder chamber 24 from the main b'ed 20 or cross head compartment thereof. Suitable fly wheels 28 ma be connected on the outer ends of the cran shaft D .outside of the crank case, as in conventional stationary engine construction.

Associated with the cylinder block 25, the cylinder construction E includes a preferably detachable head 30, upon which the valve construction M is provided for regulating inlet of the preferably unad'ulterated gas or fuel under superatmospheric pressure. The piston chamber 24 at the crank shaft end thereof adj acentthe partition 27 is provided with an inlet port 31 for receivingr air into the piston chamber at the opposite side of the piston from the combustion chamber end of the piston compartment, in order that air may be compressed and forced into the piston chamber at the fuel valve side of the piston for scavenging purposes and also for admixture withthe incoming unadulterated fuel orv gas. Intermediate its ends the cylinder con struction is provided with a plurality of transfer ports 33 for admitting air under pre1-:sure into the cylinder chamber at thel power side of the piston, and diametrically opposed from the intake ports 33 thc cylinder is provided with a plurality of exhaust ports .35, 'as well illustrated in Figures 2 and 4 of the drawings.

The cylinder construction is preferably of the water jacket type, having a water space 4() between the inner cylinder and outer casing. The exhaust ports 35 are provided with partitions 41 thereabout extending to the exhaust manifold 42. Within the cylinder jackets a space 45 is provided, partitioned from the water jacket space by partitions 46,

' into which the ports 31 and 33 open from the piston chamber. On the cylinder, air inlet ports 47 and 48 are provided, having valves 49 and 50 respectively cooperating thereover in a valve housing 51 detachably connected on the cylinder; the valves being voperable to admit air to theair chamber 45, on the outstroke of the piston F, so that the'air enters the port 31 intothe piston chamber at the crank shaft side of the piston, so as to compress the same upon the power stroke of the piston, in order that the air under pressure will be admitted thru the intake vports 33 when the piston F, acting as a valve, uncovers said intakeports 33 at the inner end of movement of the piston-F, to the position illustrated inFigure 2 of the drawings. The piston F has a tapered head construction thereon comprising beveled faces 55 and 56 respectively facing the intake and exhaust ports; the'face 55 being` more abruptly beveled in 1,sao,sa1

order that the inrushing air from the intake ports 33, immediately after the piston F has uncovered the same, will impinge against the bevel face 55 and pass upwardly longitudinally of the piston compartment to the top or outer end thereof and scavenge the cylinderof exhaust gases. The exhaust ports 35 are slightly longer than the intake ports 33, and are first uncovered 'by the piston to permit exhaust of gases after an explosion, just prior to the uncovering of the intake ports 33.

Referring to the fuel valve M, it is preferred to provide a valve sleeve 60, in the head 30 of the cylinder construction, having a passageway 61 therethrough.` The sleeve 60 at the inner end faces the combustion chamber 24 and is rovided with a beveled valve seat 62 on which a valve head 63 operates. A valve stem 64 extends thru the sleeve passageway 61, and through the end wall 66, and projects exteriorly of the sleeve 60, and at its free endI externallyl of the sleeve it is threaded for receiving a detachable and adjustable nut 67 which holds a spring 68 under compression between the wall 66 and said nut '67, for the purpose of normally seatin the head 63 against the seat 62. A fuel tu e or line 69 connects in the sleeve 60 between the ends thereof; the fuel line 69 entering the storage tank R for the compressed gas or fuel; and the line 69 adjacent the tank R having a hand valve 72 therein. 'Between the valve 72 and the. fuel inlet valve 63, is disposed a governor controlled valve 75, detailed more particularly in Figure 9 of the drawings, which is automatically operated according to the engine speed, for regulating admission of the uniformpressure fuel through the engine cylinder according to engine speed.

More particularly describing the valve 75, the `same includes a casing 76 insertable into the line 69, having valve seats 77 therein with .ports 78 therethrough. A vertical sliding valve head 79 is disposed within thecasing 76, having a stem 80 extending exteriorly of the casing 7 6 thru av detachable cap 81. A

l horizontal gear 82 rotatably bears on a spindle extension -83 of the cap 81, and at-its upper end the valve rod 80 is provided with a plurality of pivoted governor arms 85, which at their free ends are provided with weights 87 as is lconventional practice. Intermediate their ends the arms 85 are connected by connecting links 88' with the gear`\82 adjacent the spindle bearing thereof. The spring 90 is under compression between the spindle extension 83 and a washer seat 92 thereforon the upper end of the rod 80, which compresses the spring 90 to normally urge the valve head 79 of of its seats 77 to open the ports 78 for How of compressed gas or fuel from the tank 'R to the valve construction M of the engine.

An operating shaft 95 is rotatably supported on suitable brackets 96v at its ends, horiaonta'lly extending along the engine and at the crank shaft end of the engine having a geared connection at 98a with the crank shaft D, as illustrated in Figures 1 and 2 of the drawings, for the purpose of rotating the rod 95 at-crank shaft speed, that is, one revolution for every revolution of the' crank shaft. The operating shaft 95 has a gear 98 thereon which is m'eshed-with the gear 82 for the purpose of operating the governor controlled valve 75. The drive shaft 95 is also provided with a cam 100 thereon which operates one end of a rocker arm 102, the other end being positioned to operate on the valve stem 64 of the fuel inlet valve M of the internal combustion engine, after the manner illustrated in Figures 1, 2, and 3 of the drawings.

, The compressor Pis of any approved type, including a cylinder 110, wherein a piston lll-operates. A shaft 112 is suitably supported by brackets 113 on the casing 110, on which an eccentric 1'14 is mounted; the eccentric having a connecting rod 115 associated with the piston 111 for reciprocating the same. The compressor is connected in the intake line 116 which leads to any suitable source of gas, either under pressure, or otherwise, the compressor having an intake valve 117 which permits the drawing of .gas or fuel into the cylinder chamber 118; the compressor'also including a spring seated check valve 119 which will permit the fuel under pressure to be forced from the compressor into .the line 121 leading to the storage tank R for compressed gasor fuel.

As .a means for regulating the intake ofgases thru the compressor according to the pressure existing in the storage tank R, it is preferred to provide av pressure valve 125 for regulating the supply of gas to the compressor. This valve 125 includes a coupling casing 126 in the line 116, including ports 127 over which a valve head 128 operates.

The valve head .128 is reciprocatory and has a valve' stem 129 which extends thru the casing 1,26, and which is provided with a diaphragm 130 on an end thereof, voperating withina diaphragm chamber 131 of a diaphragm casing 132. Pivoted on the casing of the valve'structure is an arm 134, pivoted at 135; said arm at one end having a connection with the rod 129, and at its opposite end at the opposite side of the pivot having an adjustable weight 136, the tendency of which i is to'normally move the rod"129 away from the valve port 127 for opening. the valve head away from the port and admitting the free flow of fuel or gas on the intake line 116 to the compressor. A pressure connecting line ,140 is connected with the tank R and at its opposite end with the diaphragmcasing 132,

entering the diaphragm compartment 131 at the opposite side of the diaphragm 130 with respect to the valve 128, and the function of which connection is to insure that when the pressure in the compressed gas tank R has reached a predetermined amount, the same will ac't upon the diaphragm 130 to force the valve 128 to close or partly close in order to cut off or regulate the supply of gas to the compressor, and thus automatically regulating the pressure which may exist in the compressed gas tank R, and maintaining the pressure'therein uniform under clicient operation of the compressor unit.

Prior to building up pressure on the fuel in the storage tank B.. the engine will have to be started by direct fuel feed pressure from the intake line 116. Accordingly, a line connection 140 is provided in the intake line 116, at the intake side of the compressor P, which line 140 leads to a va lve construction 141 associated on the cylinder construction E at the base end of the cylinder block 25. This valve construction 141 is more particularly illusv trated in Figure 7 of the drawings and comprises a detachable valve casing 142 provided with a duct 143 therethrough from the passageway of the conduit 140. In the valve casing 142 are ports 145, upon which spring operated check ,valves 146 operate, to normally seat said valves: the same beingunseated by reducing the pressure underneath the valves 146. The ducts 145 communicate by means of ports 150 with the normal air space or chamber 45 in the cylinder construction. A control valve 151 is placed in the connecting line 140.4

Referring to Figure 1 of the drawings, a connecting line 160aL is provided in the line 121 between the compressor P and the storage tank R. which has a connection' in either the intake line 116 or the line 140 at the intake side of the valve 151, and which line 160@L has an ordinary blow-ofi' or pop valve 162 to release the compressed gas from the compressor thru the intakeline in case the compressor and compressor tank R are under the desired gas pressure.

In the operation of the engine, when fuel is not available under sufficient pressure and must be compressed in order to be admitted thru Vthe fuel valve M, the hand operated valve 72 is closed in order to start the operation of the engine, and valve 151 is opened. The engine is thenturned over and on the stroke towards the cylinder end fuel is drawn into the compartment 45 past the valves 146, and air is also drawn past the valves49, and 50 into the chamber 45. The engine then fires, when the piston is at the head, driving the piston towards the crank shaft, which in turn compresses the mixture of gas and air contained in the compartment 45 of the en gine housing, and sends it thru transfer ports -33 int-o the cylinder combustion engines.

tion chamber, scavenges the cylinder. The cycle is then repeated, compressing the .mixture of air and fuel which has been admitted through the transfer ports 33. As soonvas the engine has operated thus for a short period of time, it of course being understood that the compressor P is o erating during this time, sufficient fuel un er pressure will have entered the storage ytank R, to create the uniform pressure desired to maintain on the fuel in the storage tank R, and at which time the valve 72 is opened, and the valve 151 is closed. This shuts off the admission of any gas or fuel .to the comp, rtment v45 and the valves 146 remain inactive during normal operation. However, as to the fuel in the storage tank R, the same under pressure passes the open valve 72, in the fuel line 69, and passes the governor controlled valve head 79 -vwhich is opened, since the shaft 95 is rotating, and the fuel enters the valve sleeve or cylinder 60, and passes the open valve head 63 into the cylinder combustion chamber 24. It is thus apparent that the gas under a uniform pressure enters the compartment 24 at the head end thereof, in an unadulterated condition, buty the air for admixture therewith to form a combustion charge enters the combustion compartment 24 by way of the transfer ports 33, under normal operating conditions.

The fuel entering the cylinder from the valve M is unadulterated with air and is under super-atmospheric pressure; -a uniform pressure thereon being maintained due to .he safeguards against elevation or lowering of pressure; the pressure relief valve 162 being one of the safe guards, and another being the diaphragm operated valve 125. If the engine has a tendency to speed y up, the shaft 95 will be rotated at the increased speed, and this will operate the governor of the valve 75, tending to seat the head 79 and lessen the supply of fuel under uniform pressure, which will of course cut down the speed of the engine to the uniform speed at which it is desired that the same shall operate.

IIf it is desired to control the speed of the engine. by hand, amanually operated valve may replace the governor controlled valve 75. v

' justment on the shaft 95. i

Various changes in the shape, size, and ar- It is very important to note that cutting 0E the supply of fuel fed to the cylinder, by means of the valve 75, decreases the pressure,

and correspondingly decreases the velocity at which the fuel enters the cylinder thru the valve M. This prevents diffusion of the fuel with the air, in the Apower cylinder part of the chamber 24, and gives the desired condif tion which is novel with applicants engine, that is, stratification between the fuel and air inthe combustion chamber; the fuel occupy-l ing the upper part of the combustion chamber or outer part and the air the inner part adjacent the piston.

It is a feature of applicants invention that the fuel is admitted under pressurel thru the .therein The two cycle engine used by applicant follows conventional construction, as much as possible, and does not depend for advantages gained upon any radical departure from present design. However, as to the admission of fuel under uniform pressure, in an automatically controlled relation, and the relation in which the air is admitted and exhausted, in connection with the relation in which the uniform fuel pressure is maintained, a two cycle engine is provided which can be much more efficiently regulated, and economically operated than' conventional two cycle engines.

A feature of this invention, which is also a feature of my co-pending application above ,referred to, is the .self governing feature of insuring that the valve head 63 will remain open proportionate to the speed of the engine, that is, as the engine speeds up the time that the 4valve head 63 remains open will become shorter inversly to the increaseof the speed. Remembering now that the charge unit of air fed into the engine cylinder remains constant at all speeds, due to positive pumping action of the piston, and the fact that the fuel charge is lessened as the speed of the engine increases, it is apparent that there is a tendency to enforce a uniform operation speed at which the engine runs.

The compressor shaft 112 may be driven by a belt 160 operating on a pulley 161 on the crank shaft D, as illustrated in Figure 1 of the drawings, or the compressor shaft may be operated by means of an electric motor 164 as l illustrated in Figure 1/0 of the drawings.

In order to vary the relation of opening of the valve 63 with respect .to piston position, the cam 100is held by set screw 100al for adwall as points where they are uncovered by the piston near the finish of the power strokes, means for feeding compressed air through said air inlet port, a fuel line leading fuel into thev cylinder nearer the cylinder head than the exhaust port, a connection from said fuel line tosaid compressed air means for feeding fuel to the cylinder along with the air, means for shutting of said fuel line between said connection and the cylindermeans for shutting olf the connectlon, Valve means in the fuel line, between said connection and the cylinder, for controlling the flow of fuel, a governor controlling said valve means, and means for feeding gas fuel to the fuel line and normally maintaining a substantially constant gas pressure at said valve means.

ALFRED W. HUBBELL. 

